Automatic train-stop.



J. WALKER. AUTOMATIC TRMN STOP. APPLICATION mc n 05c. 4.491s.

Patented Mar. 6,1917;

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1.1, WALKER. AUTOMATIC TRAIN STOP.

APPLICATION FILED DEC 4, I915.

Patented Mar. 6, 1917.

2 SHEETS-SHEET 2.

51" mute a L UNITED STATES JAMES L. WALKER, F SUMMEBVILLE, SOUTH CAROLINA.

AUTCMATIC TRAIN-STOP.

To all whom it may concern:

Be it known that I, JAMES L. WALKER, a citizen of the United States, residing at .Summerville, in the,county of Dorchester and State of South Carolina, have invented new and useful Improvements'in Automatic Train-Stops,yof which the following is a specification; I

This invention relates to improvements in automatic train stopping apparatus and has particular application to apparatus of the class described whereby the propelling power of the motor car may be cut off and the brakes applied in the event of the train entering the danger zone.

In carrying out the present invention, it is my purpose to provide automatic train stopping apparatus which will operate efficiently and effectively under all conditions, which may be installed and maintained at small cost, and whcrein'the component parts will be so arranged and correlated as to reduce the possibility of derangement to aminimum and enable access to be had to the apparatus for the purposes of cleaning and repairing.

With the above and other objects in view, the invention consists in the construction, combination and arrangement of parts hereinafter set forth in and falling within the scope of the claims. I

In the accompanying drawings;

Figure 1 is a diagrammatic plan view of train stopping apparatus constructed in accordance with the premnt invention.

Fig. 2 is a cross sectional view through the trackway showing the obstacle.

Fig. 3 is a horizontal sectional view through the obstacle.

Fig. 4 is an enlarged fragmentary side elevation of the controlling valve and its s'upport.

Fig. 5 is a plan view of the throttle lever showing a. modified construction.

Arranged along the trackway are track obstacles preferably disposed adjaccnt to the respective road signals. In the present instance, each track obstacle comprises a vertical shaft 1 journaled in aliningbearings 2 suitably secured to the road bed.

"Secured, to the upper'end of the shaft 1 and arranged at right angles thereto is an arm 3, while fastened to the shaft between the bearings 2 is a stop arm 4 adapted to abut one of the'bearing supports to limit the movement of the shaft in one direction.

Specification of [letters Patent.

Patented Mar. 6, i 917.

Application filed December 4, 1915. SeriaI No. 65,084.

with an axial bore 11. and. an eye bolt 12 passed through the bore 11 and having the .eye thereof secured to the crank arm 5, and the inner end equipped with a nut 13. Interposedbetween the nut 13 and the plug 10 and surrounding the eye bolt is a coiled expansion spring 14.

Normally, the arm 3-lies parallel with the trackway and when a signal blade of the semaphore moves to danger position motion is transmitted through the mechanism 8, rod 7 and yieldable connection 6 with the crank arm 5 to rotate the shaft 1 and swing the arm 3 to horizontal or tripping position. By means of the yieldable connection 6 between the crank arm and the rod '7, the arm 3 and the shaft 1 may move relatively to the rod so as to prevent mutilation of the arm 3 in the event of a car step or other rigid article striking the arm in the passage of a train.

Bolted or othcrwiseconnccted to the pilot beam of the locomr-itive and projecting rearwardly therefrom is a bracket 15 com 'n-ising top and bottom bars 16 and 17 respcc Suitably fas- 21., while pivoted to the outer end of thelever 21 is one end of a link 22. The other end of the link 22 projects through an opening 23 formed in the bottom bar 17 and is formed, adjacent to its lower end, with an aperture 24. 25 designates a. bolt capable of sliding movement and formed with elongated slots 26 through which are passed securing bolts 27 that hold the locking bolt secured to the under surface of the bottom bar. One end of the bolt 25 is adapted to enter the aperture-24 in the lower end of the link 22, while the remaining end of the the spring locking bolt is downturned as at 28 and disposed adjacent to the forward end bar 18 of the bracket. The forward end bar of the frame projects below the bottom bar and. secured to the depending end of such end bar is a yoke 29 and pivoted: within the yoke 29 is a trip lever-30 having one end adaptedto engage the downturned end 28 of the locking bolt toslide the latter' to release the link, and the remaining end adapted to strike the active trip arm'3- of the obstacle. 31 designates a clip suitably secured to the valve lever 21 at the connection between such lever and the link 22 and secured to this clip is one end of a retractile spring 3; the remaining end of the spring being fastened to the forward end bar of the bracket.

Normally, the valve 19 is closed and the bolt 25 in engagement with the aperture 24 in the link 2;. to hold the valve closed against the action of the spring '32. lVheu, however, the lower end of the trip lever strikes an active arm 3, the trip lever is swung and the upper end thereof engages the downturned end 28 of the locking bolt .with the effect to slide'the locking bolt and release the link and when the link is released of the influence of the locking bolt, 32 reacts and swings the valve lever 21 so as to open the valve 1 ."hus, the brake pipe is placed in open communication with the atmosphere to effect an ap- '-;plication. of the brakes to the wheels.

in the present instance, I have shown the throttle valve lever 33:5 of the locomotive connected with a motor 2-H of some suitable construction, aml the whistle 35 of the locomotive is connected with a motor 36 of suitable construction. These motors 34 and 30 are preferably of the fluid type and are connected by means of an air pipe 37 with the pipe leading from the triple valve. of the brake system to the brake (.yIindcrs. Thus, when the pressure. in the brake pipe is reduced, incident tothe opening of the valve 1!), and the triple valve actuated to establish conmumiuition betweelrthe auxiliary reservoir and the brake. cylindcm, the air llowing' from the auxiliary reservoir will ll w through the pipe 37 into the motors 1H and 36 to actuate such motors and'close the throttle valve and sound the whistle.

in the present instance. a pressure operated valve $37 is located in tllcpipe 37 and controls counnunication.'between the latt-cr and thc. motor 36. in the present instance, this valve comprises -a cylinder 40 formed ol. two sections dcl'achabl c nnectcd to cach other. and a piston -l-l mounted within the c \'li|ulcl'. Secured to the piston ll is a piston rod l'. projecting o|d\\:||'dl through one end wall of the cylinder and encircling the piston rod l2 and threaded into the end wall ol the cylindcr through normal position of the which the piston rod projects is an adjusting nut 43, while surrounding the piston rod between the adjusting nut and the piston vis a coiled expansion spring H acting to hold the piston in normal position and to restore the same to such position. Threaded onthe outer end of the piston rod is a nut acting to limit the movement of the piston under the action of'the spring. The cylinder 40 is formed with a port above/the piston and a port below the normal position of the piston and these ports areconnected with the pipe 37, as clearly illustrated in Fig 1 ofthe drawings. The spring 4 acts to hold the piston 41 in normal position upon a service application of the brakes, while upon an emergency application, the increased pres sure in the pipe 37 slides against the action of the-spring to establish communication between the ports in the cylinder, thereby permitting the air .in

the pipe 37 to flow into the motor 36. In the modified in Fig. 5, I haveshown the chain connects ed with the motor 3-L as connecte to .a' rela tively long throttle lever motor 3% is associated with such lever, 21

' bell crank lever 46 is pivoted upon the long throttle lever at a point between the ends of such lever and one leg of' the bell crank lever is connected to the: chain, whilethe other leg is connected to the dog rod.

If desired, .a spring -ll may be employed to hold the trip lever 30 against the movement due to the vibration illustrated in Fig. i.

\Vhile I have. herein shown and described one preferred form of my invention by way of illustration. I wish it to be understood that T do not limit or confine myself to the precise details of constructionherein described and delineated, as modification and variation may be made within the scope of the claims and withoutdc-parting from the spirit of the invention.

I claim:

1. In train stopping apparatus, the combination with the brake pipe, of a valve located in the brake pipe, a lever cm nected to the stem of said valve, a bracket disposed in .juxtaposition to said ably mounted upon said bracket, a link having, one'end pivoted to said lever and the remaining end formed .with an aperture to receive said bolt whereby the valve will be held in closed position. and means connccted to said lever to swing the valve to open position upon the withdrawal of the bolt from the. aperture in said link.

i. in train stopping apparatus, the combination with the rake pipe. of a valve lorated in the brake pipc. a lever connected to the stem of said valve, a racket disposed in juxtaposition to said valve, a bolt slid of the engine, as

the piston 41" v construction illustrated and when the valve. a bolt slidably mounted upon said bracket, a link ha ving one end pivoted to said lever and the remaining end formed with an aperture to rmreive said. bolt whereby the valve will be held in closed position, and a spring 0011- nectud to said lever to actnate the latter to open the valve upon the withdrawal of the bolt from the aperture in said link.

55 In train stopping apparatus, the combination \vith'the brake pipe, ofa valvelocated in the brake pipe, a lever connected to the stem of said valve, a bracket disposed in jnxtaposition to said valve, a bolt slid-ably mount 0d upon said bracket a link having one end pivoted to said lever and the remaining end formed with an aperture to receive said bolt whereby the valve will be held in closed position, means connected to said lever to swing the valve to open position upon the Withdrawal of the bolt from the aperturelin said link, and a trip lever pivoted upon said bracket and adapted to slide said bolt'to release said link.

In testimony whereof I aflix my signs ture in presence of two witnesses.

JAMES L. WALKER.

\Vitnesse.

AR'rnUR R. YOUNG, W'. L. Ronmotms. 

